Improvement in pleasure vehicles



2 Sheets--Sheet l.

c.w. SALADE-E. i' Improvement in Pleasure Vehicles. N0. 12?',371lrPatentedMay 28 1872...

M4552@ jmdm UNITED STATns Irions ATnNT IMPROVEMENT IN PLEASURE VEHICLES.

Specification forming part of Letters Patent No. 127,371, dated May 28,1872.

SPncInIoATIoN.

Be it known that I, CYRUs Wl SALADEE, of St. Catharines, in the Dominionof Canada, have invented certain Improvements in the GeneralConstruction of Light Pleasure Vehicles, of which the following is aspecication embodying my invention: y

The first part of my invention relates to the general construction oflight pleasure vehicles with the body suspended upon the axles withoutperch, and of which I show two modifications by the drawing, Sheets land 2. The second part of my invention relates to a new and improvedmode of constructing the body of light vehicles, whereby additionallightness and strength are secured, as well as apleasin gly novel andornamental appearance. The third part of my invention relates to onemodiiication (shown in the drawing, Sheet l) for the construction oflight running-gear, by the ent ployment of four G-sprin gs, andgenerally dispensing with the use of perch and stays between the frontand hind axles. The fourth part oi my invention relates to anothermodiiication for the construction ot light gearing,

as shown in the drawing, Sheet 2, with side halfelliptic springs andwithout perch, the springs in this modification being connected to thehind axle in connection with under braces, so attached as to relieve thesprings from end strain, and so as to prevent the rotation of the hindaxle by the vibration of the springs. The fifth part of my inventionrelates to securing and operating the ends of half-elliptic sidespringsupon what I shall term a carrierbrace,77 so as to admit of the springoperating in a stirrup on the outer end of the last-mentioned brace, aswell as to relieve the spring from end strain, by securing the inner endof this carrier-brace to the under side ofthe spring at or near itscenter.

I will now proceed to describe my invention in detail; and first, themodiiication shown in the drawing, Sheet l.

In these drawings, Figure 1 is a side elevation of a complete buggyembracing some of the different points of my invention. Fig. 2

is a half-plan view of the running-gear with the body removed. Fig. 3 isa front view of the front axle, fifth-wheel, and spring-bar. Fig. 4 is ahalf-plan view of the bottom framework of the body.

That part of my invention relating to the body consists chiefly inmaking it an open frame-work. The sill-pieces L are extended 'at bothends so as to answer the purpose of body-loops. The shape of thesesill-pieces, from a side view, may vary, to suit the fancy of themanufacturer, and are framed to the ends of the crosspieces O, seen inFig. 4.

Lengthwise the body, across the top of these cross-pieces O, are screwedthe slats K, which are made about three-eighths of an inch thick by twoinches wide, of hard wood, and with open spacesbetween of about oneinch. These slats K serve as the floor of the body, and, when desired,the tops of them may be covered by laying loosely thereon a matting, acarpet, or an oil floor-cloth. Upon the top side of the sill-pieces L isplaced or framed the arch-piece R, seen in Fig. l, which is of bent hardwood, and forms the segment of a circle, and upon which is tted theseat-rest S. On the side ofthe arch-piece R, and about four inches fromthe top of the sill, is framed the rail-piece P, between which and thesill are placed the ornamental rounds 1, 2, 3, dac. This rail-piece Pextends back of the arch R far enough to take a corresponding crosspieceover the back end of the body, and between which and the rearcross-piece of the body are placed the same kind of rounds seen in theside view ofthe body. In other terms, the railing I and ornamentalrounds 1, 2, 3, 85e., extend around the back end of the body, as plainlyindicated in Fig. l, Sheet 1. The top ofthe arch It is provided with aseat-rest, S, closely fitting the top of the arch-piece R, and the faceside of this seatrest coming to within one-quarter inch of the face sideof the arch. This seat-rest S may be left plain, as shown, or it may becarved or cut through by jig-sawimg7 in anyfanciful design, and so addto its linish. Upon the seat-rest S is secured the seat U, of anypattern preferred, and crossbraced inside the body in the usual manner.The front of this body is provided with any style dash desired. A momentwill suffice to show that by this method of framing together a body Inot `only secure an extremely light yand airy appearance to the wholevehicle, but a corresponding strength to the body is had as well.

Another modiiication of my invention, as

applied to bodies of this class, is to fill the space I under the arch Rwith a wood panel; so also the corresponding space across the back ofthe arch from N to O', andl leaving the space of the rounds 1, 2, 3,&c., open, as now shown. But in this case an open seat with rounds, asunder the railing P, should be used.

That part of my invention relating to the gearing, in the modificationshown in the drawing, Sheet 1, embraces the idea generally of no perch,and of suspending the body upon four (4) C-springs, with no wood-workabout the gearing except the thills or pole and one spring-bar in front.The thills or pole and the front axle are rigidly connected at theirpoint of contact, while the center of the axle is bowed or arched up inthe center to receive the fifth-wheel F, (see Fig. 3, Sheet 1,) andbetween which, and the axle D is interposed a hinge-jointtoadmit ofraising and lowering the points of the thills or pole. In thismodiiication of no-perch gearing I clip to the hind axle the C-spring A,one on each side, as seen in Figs.1 and 2, Sheet 1, and upon the top endof this spring is secured the rear ends of the sill L by means of thestirrup T', as seen in the drawing. The under side of the sill L isironed throughout its entire length, and which iron M terminates at bothends by forming an eye through which to pass the bolt in the lower endof the stirrup T and T1. The front spring A is clipped to the springbarover the front axle in like manner as the hind springs to the axle. Tosecure the inner end of the springs to the body ears V and V are formedsolid upon the iron plate M on the under side of the sill L, at or nearthe center of the body, into which the inner ends of the springs arehinged by means of a bolt passing through these ears and the eye in theend of the spring; and so the body, hind axle, and spring-bar over thefront axle are all connected together as designed. And now, for thepurpose of protecting the springs against side or end strain, a brace,B, Figs. 1 and 2, may be applied, as shown. But the under brace 7 andcarrier-brace,7 which I will presently describe in the othermodification of my noperch gearing, shown in the drawing on Sheet 2,will be found as admirably adapted in combination with this form ofC-spring as with the half-elliptic spring seen on Sheet 2, and whichlast-named braces I shall generally use in connection with the C-spring11o-perch gearing Shown in sheet 1. Between the fifthwheel and the frontaxle is interposed the hinge-joint, plainly shown by Fig. 3, Sheet 1.The front axle D is arched up in the center to receive the i'th-wheel,as shown in this lastnamed figure. The thills or pole are rigidlyclipped to the front axle at D, as seen by Fig. 2, Sheet 1; and tosupport the arch of the axle in its rigidly relative position to thecross-bar ci' the thills or pole two braces,'H, are extend- 'ed from oneto the other, so thaty in raising or lowering the points of the thillsthe hingejoints interposed between the fifth-wheel and the front axleare operated upon, and which admit of this movement freely. Thesehingejoints under the fth-wheel are rendered antirattling by animprovement I have secured in a formerpatent, and by which, when thevehicle is not in use, the points-oi' the thills may be raised up out ofthe way until their cross-bar rests against the front springs, and wherethey will be firmly held by reason of the center of gravity upon thefth-wheel having been thrown back past the center of the bearings of theaxle in the wheels, and so the weight of the front end ot' the body willhold the thills or pole in this raised position without other provision.

I have thus produced the lightest possible form of pleasure vehicle,embracing superior strength, simplicity of construction, stylish inappearance, and is unsurpassed for the ease of motion attained by thepeculiar arrange-y ment of the C -springs in combination with the bodyand axles, and dispensing, when desired, with the use ofperch and theordinary amount of superfluous wood and iron work.

' The other modification of my invention in e no-perch gearing, shown inthe drawing on Sheet 2, is substantially the same as in the one abovedescribed, but has the body suspended upon half-elliptic side springs.

In the drawing on Sheet 2, Fig. 1 is a side elevation of acompletebuggy. Fig. 2 is a plan view of the springs, hind axle, cross-braces,front, spring-bar, and fifth-wheel. Fig. 3 is a bottom face view of theclip-yoke to the main spring-bars T, and for the reception of the endsof the under and carrier braces B C, Fig. 1. Fig. 4 is aside elevationof Fig. 3. Fig. 5 is a side view of a piece of the carrierbrace C, seenin Fig. 1, showing how it is secured to the cross-bar S. Fig. 6 isafront view ofthe front axle, arched up in the center, as shown anddescribed in the other modification. Fig. 7 is a rear view of theshackle-clip P in position on the hind axle, and with the heads N of thespring and the under brace 13 in position between the ends of the clip.

The springs lshownl in this modification are the ordinary half-ellipticside spring of required length and proportion. In this modiiication, thesame as in the other, neither of the axles have a bed-wood on them, butare wrought and arched up in the center, as the case may require 5 soalso the arrangement and application-each part with the other-of thefront spring-bar, fifth-wheel, axle, and thills, are just the same, asshown on Sheet 1, ex cept that the connecting bracesH, between thecross-bar of the thills and the front axle, are here omitted. The hindends of the springs A are secured and operated between the ears oftheshackle-clip Pf, as-seen in Figs. 1 and 7, and in which is had twobearings the upper one, N, (see Fig. 7,) passing a bolt to receive theend of the spring, and O passing the bolt to receive the rear end of theunder brace-B, and

the whole clipped to the axle, as seen in Figs.

1 and 7 Upon the center of the spring is placed the spring-bar T, andthere secured by clips, 'as shown in Fig. 1. These clips take a yokef7E, on which is formed the ears D D,'a

bottoni view of which is had in the enlarged may be applied directlyunderthe spring, andv in a line with them, as seen in Fig. 1, and anextra pair ot' cross-braces, B', Fig. 2, applied, and which will preventone side ot' the body upon the springs from beingl depressed more thanthe other when the Weight is all thrown upon one spring. The points ofconnection of the front ends of the under brace B at D is from thecenter ot' the edge ot' the spring at that point to the'center of thebolt, passing through the eye at D the same distance as between the twobearings, from center to center, at N O, Figs. 1 and 7; and thus, as thespring is depressed, the under brace B is permitted to act with thespring, and, being connected at rigid points at E D and N O, theyoperate parallel to each other, and so etlectually prevent the rotationot' the axle in the hub ofthe Wheel by the vibration 'of the spring.This under brace serves the best purpose when made of steel and bent tothe same curve of the spring, as shown in Fig. l and in some lnstances Ipropose making this under brace of a singleor double leaf of springsteelof the saine dimensions as are the leaves ot' the mainspring A, when thebrace Bland the spring A Will vibrate together in their relativeparallel position to each other. The point O for the bearings ot' therear end of the underbrace B is not necessarily located on the top sideof the axle, as shown by Figs. l and 7 but may be placed in positionimmediately under the center of the axle, and lower the point of bearingof the front end ot the under brace at D, Fig. 1, accordingly, and theoperation will be exactly the same. In all cases where it is desired touse this under brace B under the front end of the spring as Well asunder the rear end, I malte it in one piece, extending from one end `tothe other of the mainspring, and in any appriate manner rigidly secureits center between the ends to the center ofthe under side of the springA, at a proper distance below the spring, so as to make it parallel withthe lower side ot the spring A throughout its entire length. (See dottedlines T, Fig. l, Sheet 2.) In this case the under brace B, as shown bydotted lines T, would be nothingmore nor less than a duplicate of thespring A, the two operating together, one over the other, with theircenters rigidly connected together the same distance apa-rt as will betheir bearings at their outer ends, and so vibrate parallel with eachother throughout their entire length, and operate the same in front, asnow shown from center E D to the hind axle, as seen in Fig. 1,

Sheet 2; and the cross-braces B', Fig. 2, should,

in this mode of applying the under brace, be placed in front to thecross-bar S and the springs A, as Well as to the hind axle. (See Fig.2.)

Still anotherinoditlcation for the application of this under brace B incombination with half-elliptic side spring is to shape and extend itsrear end, as shown'by the dotted lines Af, Fig. 1, Sheet 2and by astirrnp or otherwise connect the top end to the body-loop; and in thisinodiiication the extension ot the under brace is virtually a C-spring,acting in coinbination with the half-elliptic side spring. In thiscombination ot' a C-sprin g, in place ot the short under brace B, withthe side spring A, the C-spring A', in dotted lines, Fig. l, Sheet 2,Will rest in the bearing 0 underneath the axle, While the end of thespring A will rest and operate in its bearing at N, as shown. Thiscombination ot' the C-spring with halfelliptic side-springs appliesequally to both ends of the spring A when required so to be used. Y

The front end of the under brace B and the rear end of the carrier-braceC may, if desired, be hinged upon one bearing under the spring at X,Fig. 1, and operate equally Well. The earrienbrace C is formed asplainly shown by Fig. l, Sheet 2, and secured to the crossbar S in themanner clearlyseen in Fig. 5, Sheet 2. The rear end ot' this brace issecured to the under side of the spring, the same as the under brace B.The front end of the car rior-brace takes a C shape, terminating with aneye to receive the bolt holding the upper end of the stirrup H; and inthe lower end oi' this stirrup is secured the front end of the spring A.The application ot1 the under brace B and carrierbrace C to halfellipticside springs relieves the latter from all end strain, which, otherwise,they Would have to sustain in a gearing having no perch. Thiscarrierbrace C may also be made of a single leaf ot' heavy spring-steel,or of two leaves of appro priate proportion, and clipped to the crossbar S, Sheet 2, in the usual manner, and answer the saine purpose as ifmade of iron, as now shown in the drawing.

Claims.

I claim as my invention- 1. In buggy-bodies, the arch R, or itsequivalent, in combination with the railing I and sills L, Sheet l,substantially as shown and described.

2. The slatted bottom O and K of the body, Fig. 4, when the sills areprovided with the yrailing P, Sheet 1, or other appropriate side,

substantially as and for the purpose set forth.

3. In com bination with the arch B and railing I), the Wood panels P',Sheet l, with or Without the corresponding panel across the back of thearch, substantially as shown and described.

4. In combination with a slatted-bottom body, the extension of the sillsL, Sheet l, as

a substitute for body-loops, as shown and described.

5. Four C-springs, in combination with the body, front, spring-bar, andhind axle of the Vehicle, Sheet l, With the under brace B, seen in Figl, Sheet 1, substantially as and for the purpose shown and described.

6. The combination of the arched axle D, thills D', and brace or bracesH, Sheet l, as and for the purpose specified.

7 Half-elliptic side springs, operated upon a carrier-brace, G, Sheet 2,or its equivalent, substantially as and for the purpose set forth.

8. The under brace B, constructed, applied, and operating, incombination with half-elliptic side or C-spring, Sheet 2, in such mannerthat their parallel action With each other shall prevent the rotation ofthe axles in gearing Without perch, substantially as speciied.

9. The spring A, Sheet 2, and springbrace T, in dotted lines, Fig. 1,rigidly secured together, one over the other, at a point central betweentheir outer ends, with a proper space between throughout their entirelength, and

Vibratin g together, in the manner and for the purpose substantially asshown and described.

10. In combination with the springs A under brace B, the braces B',arranged diagonally, Sheet 2, in front and back of the cross-center ofthe springs, or to either end from the cross-center of the springs,substantially as,

shown and described.

11. The shackle-clip P', provided with the bearings N O, Sheet 2, as andfor the purpose set forth.

12. The clip-yoke E, having ears D, Figs. 3 and 4, Sheet 2, formedthereon, substantially as and for the purpose shown and described.

13. I n combination with half-elliptic side springs, a C-spring, asshown by the dotted lines A', in connection With either one or both endsof the side spring A, Sheet 2, in manner and for the purposesubstantially as shown and described.

GYRUS W. SALADEE.

Witnesses:

N. A. NORTH, SAML. T. BRADY.

